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Disconnected the control wire while it was running. Kept running.
I turned an adapter to hold them concentric, drilled and tapped some holes, then bolted the 36-1 wheel to the flywheel. I caste a couple of mounts for the CAS from aluminum to hold them so that the limp-home mode gave 25 degrees of advance.
The EDIS coils are double ended. They are set up to fire two plugs at once. You can ground one side, so that the single plug gets a double shot. The power meant for two plugs goes through one. Still not as much ignition power as some of the CD systems, but it's free :-)
On Wednesday, February 15, 2017 5:44 PM, Charlie England <flyrotary@lancaironline.net> wrote:
Earnest, did you test the EDIS fallback
mode by actually 'failing' the Megasquirt? Was this on a Renesis,
or a 13B with a 36-1 trigger wheel? I've been told that the EDIS
requires a 36-1 wheel, which would rule it out as a stand-alone
solution for the Renesis (different wheel).
Charlie
On 2/15/2017 4:13 PM, Bobby J. Hughes wrote:
That
make sense. Sounds like a very simple solution. I don’t
think I would be willing to give up external fuel map trim.
I like the ability to fine tune F/A in different phases of
flight. I’m sure this method would work with the MS3 unit
and “fuel table blending”
Bobby
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Wednesday, February 15, 2017 4:57 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Rotary DFI/EFI & Ign
Options
Adding
a CAS controlled EDIS-4 would just be an ignition
backup.
The
configuration I worked out was:
-for
ignition, the MegaSquirt controlled two EDIS-4. If
either EDIS-4 failed, I had backup. If the MS failed,
the EDIS-4 would continue to run on their own in
limp-home mode.
-for
fuel, the MegaSquirt controlled the normal set of 4
injectors. O2 sensor feedback helped to set the tuning,
but mixture was controlled by manifold pressure and RPM
in normal operation. A separate, needle-valve
controlled, gravity fed line was run to the throttle
body to supply fuel in the event that the MS or
injectors failed.
Would
this configuration be a single controller
for fuel and coils?
From:
Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, February 15,
2017 4:41 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Rotary
DFI/EFI & Ign Options
Wired
up a Fueltech ECU or the Megasquirt?
I
have, in fact, had a well running
aircraft rotary engine with a
MegaSquirt, and may again in the not
to distant future.
Bobby,
for a secondary CAS, wire up a Ford
EDIS-4 ignition controller to the
trailing plugs. You don't even have
to provide it with a control input.
It's limp-home mode is 10 degrees of
advance. Set the CAS to have 15
degrees, and your set.
Gents,
There is no doubt as I
continually say that tracy's
gear and
indeed tracy was 20 years ahead
of his time. Being computer
illiterate
I rely on others to present
something like an ECU in a ready
to go
format. For that reason I have
invested in the Fueltech ECU,
but yet to
wire in. IS there any on this
forum that has already done
this? Neil.
On 2/16/2017 8:14 AM, Bobby J.
Hughes wrote:
> I did a little MegaSquirt 3
research after Tracy's post.
Charlie's been telling me for
years he though the Megasquirt
would be a good solution. It
looks very usable for our
application. The current
firmware and feature set
supports 4 rotor, 3 rotor, older
2 rotor and Renesis engines. For
the Renesis using the stock
trigger wheel, a secondary CAS
for a second ECU can be
positioned up to 20 degrees
offset from the stock location.
This is a current firmware
limitation. Using a rotary
compatible MegaSquirt wheel,
each CAS position is fully
programmable. They don't support
an overall "Fuel Map Trim"
feature using an external
potentiometer. However they have
a "Fuel Table Blending" feature
that should accomplish the same
thing. The MS3 supports two
independent Fuel Tables and you
can use an external
potentiometer to adjust a
bending of the tables. A balance
would need to be achieved
allowing either controller to
provide full rich fuel as well
as lean cruise. My range would
be 12.5:1 to 15.8:1. May be
doable.
>
> Bobby
> (love my EC3 but would like
a second CAS)
>
>
>
> -----Original Message-----
> From: Rotary motors in
aircraft [mailto:flyrotary@lancaironline.net]
> Sent: Wednesday, February
15, 2017 3:21 PM
> To: Rotary motors in
aircraft
> Subject: [FlyRotary] Rotary
DFI/EFI & Ign Options
>
> Bill, Tracy and others,
>
> I should have added that I
spoke with Ross about using his
system on the rotary just last
week so, I suspect his comment
was accurate...unless he was
juiced up on his morning coffee
as I like to be! I also suspect
Tracy is making a very good
point with the MegaSquirt
system. Challenging maybe,
difficult sure, yet in no way
impossible. I worked in
combustion at GM for over a
decade and am an instrumentation
specialist from my graduate
school days in physical science
so I have a few points of
confidence to draw from. Open
source software has become a
huge advantage to the RC users
so, I suspect the same will be
true with MegaSquirt despite
that aviation is likely to
represent a small segment for
their audience.
>
> Rick
>
> --
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>
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